Train-stopping device.



PATENTED JULY 16, 1907.

' G. J. GUMM. TRAIN sToPPING DEVICE. APPLICATION FILED JAN. 30. 1907.

3 SHEETS-SHEET 1.

/NVENTOH EUSTAVEJ EUMM A TTOHNEYS PATENTED JULY 16, 1907. G. J.' GUMM. TRAIN STOPPING DEVICE.

APPLIOATION FILED JAN. ao. 1901.

3 SHEETS-SEEE /NVE/vrof? EUSTAVE JEUMM PATENLEBD JULY 16, 1907. G. J. GUMM.

' UNITED' STATES PATENT OFFICE.

GSTAVE J. GUMM, OF GHETEK, WISCONSIN, ASSIGNOR OF ONEJIALF T() FRANKLIN CHARLES DURKEE, OF BLOOMER, WISCONSIN.

TRAIN-STGPFING DEVICE.

Specification of Letters Patent.

Patented July 16, 1907.

Application tiled January 30,1907. Serial No. 354,892.

the United States, residing at Chetek, in the county of Barron and State ol' Wisconsin, have invented a new and useful .Improvement in Train-Stopping Devices, 'of which the following is a specilieation.

My invention is in the nature ol' an apparatus lor stopping trains automatically in case of a misplaced switch, open drawbridge, dic., and vit consists in the novel construction and arrangement of the switch operating mechanism in connection with track devices set at a distance away from the switch, and cooperating devices carried by the train, so that it' the switch be open the air brakes on the train are set, and the throttle valve closed in an automatic manner, thereby bringing the train to a stop before the open switch is reached.

Figures l and l are plan views of two parts ol' the same track, with my invention applied thereto. To understand ythe relation oi these views the left hand end of Fig. 1 is supposed to join directly on to the right hand end of Fig. la. Figs, 2 and 2 are side elevations of the same partsshown in Figs l and l, the relation of Fig. 2 to Fig, 2L being the saine as the relation of Fig. l to Fig. l. Fig. 2 also shows the coperating parts carried by the engine. Fig. 3 is a cross section on line 3-3 of Fig. 1. Fig. 4 is an enlarged cross section on line 4-.-4 of Fig. lt. Fig. 5 is an enlarged sectional view of the train pipe valve for applying the brakes and closing the throttle. Fig. 6 is a section of the same online (S4-6 of Fig. 5 and Fig. 7 is a detail view of the rotary plug ot said valve.

In the drawing, A A are the rails of the main track, and B B, Fig'. l", are the railso a switch or siding.

B B are the movable switch tongues which are operated simultaneouslyby tho cross bar R connecting them, which cross bar through a pitnian P is connected to a crank Q, Fig` 4, on a vertical shaft S turning in bearings in the switch stand and carrying a semaphore blade at the top and a horizontal turning arm s. As shown in Fig. l the switch is shown as open, the continuity `of the main rails being broken.

O, Fig. l, is a double bell-crank one arm of which is loosely connected to the pitman P which adjusts the switch and the other two oppositely projecting arms ol which kare respectively connected to two wires a and b which extend along the track from the switch in Fig. l to a point, Fig. l, far enough removed to stop a train before arriving at the switch. The wires a and b at this reinotepoint from the switch, see Figs. 1 and 2, are connected to the opposite ends of a 'Iv-head lever F which at the middle is rigidly attached to a horizontal rockshaft() jlournaled in bearings `in the track. This rockshait has rigidly attachedto it two lifter arms d, see Fig. 2, which rest beneath tripping bars E pivoted at one end to stationary brackets e beside the track. 'lhe lifter arms d, b cing immediately under the tripping hars, serve to raise or lower these bars according to the position of the rock-shaft, which is controlled through the pull wires a b by the movement of the switch operating devices. When the switch is open, as shown in Fig. l, the tripping hars E are elevated as seen in Fig. 2,- and when so elevated they are in range to he struck by a projecting arm G carried by the train. This arm G is attached to and controls a three-way valve H in the air pipe 1' ol' the train, so as to discharge the air and apply the brakes and said valve also opens au air port into the A pipe I. This pipe is on the engine, as shown by dotted lines, and it communicates with an air cylinder .l in which a piston works and is connected willi the engineers leveinl( through which the throttle valve l, is operated to admit steam through pipe M to the engine cylinders.

When the arm G is in its lowest position, as seen in Fig. 2, the air valve is closed, but should a train passing over this point find the tripping bars E up, as shown, which means an open switch, then the arm G coming in contact with one of the tripping hars Fi is deflected and as the arm G is turned it opens the air valve and autoniaticallynpplies the brakes and at the same time it passes air up to the cylinder' .l through pipe n.I and, forcing forward the piston, moves the engineers lever lo the` position which closes the throttle valve..

When the switch is properly set the tripping hars E are down and out ol the way of the arms G of passing trains and nothing takes place to interrupt the passage of the train. f

The valve H is constructed like a safety valve and is set to close at certain pressure, so that the brakes would be applied and yet avoid the complete exhaustion of the air from the main pipe and without diimageto the cars or engine. The detailed construction ol' this valve is shown in Figs` 5, 6, and 7. H is anordinary pressure relief or safety valve capable ol' opening at any predel ermined pressure into the lower part of which valve the pipe I is tapped. The neck o1' this relief' valve. is

screwed into the top of a coupling N2 in the train pipe N which coupling has a taper' bored housing N in it, ii which turns a tapered plug O, Fig. 7, on the squared end of which is rigidly secured the tripping arm G by means oi' a nut t. Two ports n n are formed in this housing which open into the train pipe and e. transverse passageway o is formed in the plug O which, when the plug is turned by the deflection of the arm G, as indi cated by dotted lines in Fig. 5, causes the air in ha train pipe to pass through a port 'n and pnsslgeway o to the relief or safety valve. 'lhis causes air Io 'escapo about G0 pounds pressure, so that if the normal www ibs ' in the train pipe is 80 'pounds the escape oi air through the safety valve and. reduction oi pressure to' 6() pounds will cause the brakes to be applied in the well known way. The air pipe will not be exhausted o air, howover, for the reason that 60 pounds pressure. This prevents the waste of the air,

and also maintains enough pressure through pipe to close the throttle valve.

After the train has been brought to a Stop and the arm G is adjusted to the Vertical or running position, as shown in full lines in Figs. 2 and- 5, the passageway o is thrown out of registration with the port n and the air in the throttle operating cylinder .l is allowed to escape as follows: A port o3 is formed inthe coupling N2 as seen in Fig. 6 and a vent port o3 is `formed in the plug in comation with passageway o, and when theplug 0 is in the running position, shown' inull lines in Fig. 57 closing 'ports n, the port o2 Fig. 3 is in registration with o, so that the air imprisoned in the cylinder J may pass down pip-e l to the passageway o and out through o2 o3 to the air, thus permitting the engineer to open lthe throttle. v

claim y 1. The combination with the ali' brake train pipe and tripping devices along the road bed, of an automatic pres sure relier` ssety Je having?,F a projection adapted .to be struck by the tripping devices in tbe road bed* to open the safety valve to the train pipe.

A train stopping device comprising tripping devices alonghe rond bed, an air brake train pipe, a throttle valve, `a fpncn tic cylinder with piston for operating the throttle valve. an automatic pressure relief safety valve connected to both the air brake pipe and the pneumatic cylinder, said pressure. relief valve being provided with u projection adapted to be struck by the tripping devices in the road bed and being constructed-.io automatically open at :i norma-il ,train pressure and close at the lower brake applying pressure Y the safety valve will close at- 3. The combination with tripping means in the road bed for operating a train stopping device on the train; of a. pressure relief valve for the train pipe having a projection arranged to be sti-noir` by the tripping devices in the road bed, said relief valve being arranged to open at the normal train pipe pressure and to close at a lower and brake applying pressure.

4. The combination with tripping means in the roadbcd for operating a train stopping device on the train; of a pressure relief valve for the train pipe having a projection Y arranged to'be struck by the tripping devices in the road bod, said relief valve being arranged to open at the normal train pipe pressure and`to close at a lower and brakeap plying pressure, and av pneumatic throttle closing-device having its'air pipe tapped into the passageway between the train pipe and relief valve.

The combination with tripping means in the road bed for operating a train stopping device on the train; of a coupling in the train pipe with plug housing N' and ports n, nJ a rotary plug O with passageway o and arm G and a pressure relief valve communicating with the train pipe coupling on the opposite side from its ports n, x

6. The combination with tripping means in the road bed for operating a train stopping device on the train; of :1 coupling in the train pipe with plug housing N' and ports n n and o. a rotary plug O with passageways o o2 nd arm G, and a pressure relief valve and pneumatic throttle closing devices, the throttle closing devices having an air pipe extending to the opening between the train pipe coupling and relief valve.

7. A train stopping device consisting of switch operating bar, a double bell-crank attached thereton two pull wires attached to the opposite ends of the bell-crank, a horizontal rock-shaft in the road bed having opposite lever arns attached to the pull wires and a rigid lifting arm, a pivoted tripping bar arranged .in a plane immediately above the lift arm and a valve carried by the train and' having api-ejection adapted tobe struck by the tripping bar.

GUSTAVE J. IGUMM.

Witnesses:

' J. G. PnUEnE, 

